Safety train-air-line cut-out cock.



G. o. GALB. SAFETY TRAIN AIR.4 LINE GUT-OUT 000K.

y APPLICATION FILED MAY 16., 1910.

UNITED STATES PATENT OFFICE.

GEORGE C. GALE, OF ALAMEDA, CALIFORNIA, ASSIGNOR OF ONE-FIFTH TO HOWARD A. BROUGHTON, OF SAN FRANCISCO, CALIFORNIA, AND TWO-FIFTHS T0 FRANK SERYANIVICI-I, 0F ALAMEDA, CALIFORNIA.

Specication of Letters Patent.

Patented Jan. 3, 1911.

Application led May 1G, 1910. Serial No. 561,573.

T o all whom it may concern:

Be it known that I, GEORGE C. GALE, a citizen of the United States, residing at Alameda, in the county of Alameda and State of California, have invented new and useful Improvements in Safety Train-Air- Line Cut-Out Cocks, of which the following is a specification.

This invention relates to air-line cut-out cocks such as are employed in the air-brake apparatus at each end of each car in the train-line for cutting out or in the air from and to the cars in rear. These cocks are usually of the plug cock variety and are mounted on both ends of the train-line pipe on each car, and are adapted to be attached to the brake-hose which forms a train-line connection between adjoining cars. When a train is connected, all the cocks are opened so as to form a continuous conducting pipe from the engine to the rear of the train, the rear cock on the last car being kept closed in order to prevent the air in the train pipe from blowing away.

Under present conditions of operating the ordinary train-line air cock as used throughout the country, it is possible, either by inadvertence, accident or malice, for any air cock along the line of the train to be turned so that the air would be shut oli' in the cars to the rear of said cock while the cars to the front thereof would remain open to the engine. The engineer in such an instance would apply his air, believing that the trainline was open all the way through and that the application of his air would set the brakes on the whole train, and it is only when he attempts to stop his train and apply the air that he would find that the forward cars only would brake and that the rear cars would not. This want of knowln edge on the part of the engineer has been the cause of many accidents and is one of the most frequent causes of accidents to trains, for under such conditions the engineer cannot possibly control his train. Many devices are now in use to prevent the turning of the cock by accident but none of these devices could prevent it from being turned from malice, if any one desired to cut off the air at any particular point in a train.

The object of this invention is to prevent accidents in the operation of trains equipped with automatic air by reason of the en 'neer failing to be aware of the actual con ition of the air in his train. Also to provide an angle cock which is so constructed that it cannot be turned without causing a reduction of the air in the train-line, thus tending to set the brakes and thereby warn the engineer that the train-line is broken or cut oil'.

A further object is to provide an angle cock having means for permitting the escape of air from the train-line and adjustable means by which the amount of escaping air may be automatically limited.

The invention consists of the parts and the construction and combination of parts, as hereinafter more fully described and claimed, having reference to the accompanying drawings, in which- Figure l is a horizontal section of the invention showing the valve as open to the train-line. Fig. 2 is a vertical section on the line X X Fig. 1. Fig. 3 is a detail showing the valve as closed to the train-line and open to the atmosphere. Fig. 4 is a sectional view on the line Y Y Fig. 2, showing the valve in a position opposite to that shown in Fig. 2. Fig. 5 is a detail showing the valve in another position.

In the drawings A is the casing of my improved angle cock adapted to be connected at one end with the train-line B and at the other with the brake-hose C. A conical plug 2 slotted at 3 seats in the casing A in the usual manner, with the slot 3 adapted to register with corresponding slots Ar-JQC in lateral partitions formed in the casing A, as shown in Fig. l. The plug 2 may be retained in the casing A in any suitable manner, a nut 5 screwed on a threaded stud 6 on the lower end of the plug 2 being here shown for that purpose. The upper end of the plug is provided with a wrench-projection 7 and is flanged at 8 to receive set-screws 9 by the adjustment of which the plug 2 may be prevented from becoming bound or wedged in its seat in the casing A.

The casing A is perforated at 10-10, forming a pair of ports on one side of the plug 2 lat equal distances from the longitudinal center line and in a plane transverse to the horizontal aXis of the plug. Each of the ports lO-lO are covered with a casing 11-11 in each of which is seated a valve 12 normally closing the holes 10-10, and on the top of each valve is placed a spring 13 which is regulated by an adjustable screw 14 so that the valve can be adjusted to resist any pressure that is desired and will be adjusted so that the pressure will be a few pounds, say ten pounds, less than the amount .of air Vused in each particular train-line. On

at 17-17 on opposite sides of port 3 and in the plane of the ports 10-10; the groove 17 terminating at each end not less than three thirtyseconds of an inch nor more than one-quarter inch from the aperture or port 3, while the groove 17 opens at one end to the sl-ot 3 and vanishes at the other end on the surface of the plug not less than onequarter inch from the edge of the port 3. Vith this arrangement the least turn of the plug 2 from open toward closed position permits the air from the inside of the trainline to enter the groove 17, thence it will go through rthe port 10 or 10 pierced on the corresponding side and come in Contact with the valve 12 placed inside of the casing 11 or 11, and lift it from its seat. An amount of air correspondingy to the difference be-.

tween the train-line pressure and the resistance of the spring will then pass into the inside of the casing 11 or 11, and thence out through the ports 16 Vdrilled in the side thereof tothe atmosphere. This difference will always be regulated by the spring and can be made any amount desired, but would, of course, be only such an amount as would be suflicient to set the brakes and would not permit the waste of any air in the air-line over and above what was suiiicent to set the brakes.

In the making' up of a train and cutting out and putting in cars in the train, a dummy Aconnection such as a screw cap or plug can be placed in the end of the hose at the rear'end of the last car, which will pre` vent the escape of the air from the line. l/Vhile placing in this dummy the plug 2 can be turned and only a small percentage of air will be permitted to escape; when the dummy is put in, the valve plug 2 will be turned open full again so that no air what,- ever can escape. Any number of cars can be disconnected after the first one without anyV additional loss of air.

It sometimes happens that through ignorance or accident the handle which turns the plug 2 is placed inl wrong, thereby completely reversing the position of the plu@v in the casing A, so that the groove 179 is brough't'n the side adjacent to 'port 10-10, as shown in Fig. 4. If this were done without any way being provided to check it, it would, of course, place the groove 17 on one side of the plug 2 against the safety ports 10-10 drilled on the right side of the casing A, as shown in Fig. 4, and the device would not act as a danger indicator. To obviate this difficulty a single port 1S 1s bored in the center of the side of the casing A and corresponding to this, a hole 19 is bored in the side of the plug 2 adjacent to groove 17 so that if the plug is reversed as sometimes happens, the hole 19 in the plug will come opposite the hole 1S in the casing A and permit the escape of all of the air in the line. This is, of course, a thing which would very rarely happen, for the plug 2 is always supposed to remain in its original right and left position and never to be moved more than one-fourth the way around so that the escapement of all of the air could never operate as a detriment in the ordinary operation of the traiii. The groove 17 coperates with the groove 17 and lets the air out of the line on the cars in front and rear, whenever the plug is turned toward closed position enough to close it, as shown in Fig. 3. Groove 17 is never in register with the port 18, but if the plug is put in wrong or in reverse position, it may register with one of the ports 10-10, as' shown in Fig. 4.

From the foregoing description it will be seen that the elfect of this device will be absolutely to prevent any accidents to any train using automatic air, by reason of the failure of the air to work on every car in the train. No valve can possibly be in any position other than open and in its correct gineer being aware of the fact, because thc release of the air in the line sets the brakes and stops the train.

In operation, when the ports are open, which is their normal position, direct communication to the air-line pipe B is obtained. When ports 3-4 4 are closed more or less by turning the plug 2, air exhausts to the atmosphere through groove 17 and ports 10 or 10 or both, causing a reduction in train-line pipe which applies the brakes to the cars in fi'ont and rear. If the plug is turned into full turned-off position, as shown in Fig. 3, then the air on all the cars is vented through both of the grooves 17-17 and through ports 10-10.

cutting out the ports 3-4 to break the train- Aiposition, right and left, without the eiiline hose preparatory to do switching, a reduction in train-line pressure is caused which sets the brakes; then if switching is to be done and it is not desired to lose all train-line pressure, a dummy hose coupling or cap or screw plug is connected to the end of the hose which is thus made air-tight; then by cutting lin ports 3-4 full pressure will be obtained to release the brakes on the cars to be moved. When coming back to a train to couple up and start, the ports 3 4 are closed, the dummy coupler taken of and the hose connected. The ports 3 4 are then cut in causing the train-line to charge up to the full pressure and releasing the brakes ready for starting. If for any reason a cock on any car in the trainis cut out by accident or for any other reason, a reduction of pressure ensues in the trainline in front and rear causing the train to come to a stop, thus calling attention that the line cock has been tampered with. In cutting out the train-line to do switching the b 1akes become set on all cars so that a start cannot be made until the ports 3 4 are cut in. If the engine should be detached from the train for switching or any other purpose, it would cause all the brakes to be set on the train, then if the engine comes back and is coupled up and air-line cock not opened, it would be impossible to start because all brakes would be set; thereby calling attention to the fact that the air is not in proper working order. In connecting the engine to a new train not charged with air, if train men fail to open the air-cocks, the brakes on the train will apply, thus calling the engineers attention that some air-cock on the train is shut. In attempting' to start a train with any air-cock closed, the brakes would be set; or, if the engineer should release brakes by putting the engineers valve in full release, the moment the engineers valve is put in running position the brakes would set, thus showing that some train-line air-cock had not been put in ruiming position. When the train is in motion, if any air-cock should be shut, the brakes would apply immediately, thus causing the train to be stopped.

Having thus described my invention, what I claim and desire to secure by Letters Patent is l, A safety train-line air-cock, consisting of a. valve casing with ports, a turnable plug with a port registrable with the ports in the valve casing, and said plug and casing having leakage vents which are normally closed when the plug is in open operable position, and which vents are adapted to be opened when the plug is in closed or partially closed position, and means independent of the vents for venting the air in the line in case the plug is put in reversed position.

2. A safety train-line air-cock, consisting of a valve casing with ports, a turnable plug with a port registrable with the ports in the valve casing, and said plug and casing having leakage vents which are normally closed when the plug is in open operable position and which vents are adapted to be opened when the plug is in closed or partially closed position, valves seating in said vents, and means independent of said leakage vents for venting the air in the line in case the plug is put in reversed position.

8. A safety train-line air-cock, consisting of a valve casing with ports, a turnable plug with a port iegistrable with the ports in the valve casing, and said plug and casing having leakage vents which are normally closed when the plug is in open operable position and which vents are adapted to be opened when the plug is in closed or partially closed position, and ports in the plug and casing independent of the before-mentioned ports and independent of said leakage means venting the air in the line in the event the plug is put in the casing in reversed position.

4. A safety train-line air-cock, consisting of a valve casing having inlet and outlet ports, a turnable plug having a port registrable with said inlet and outlet ports, said plug having a circumferential groove on one side of, and out of communication with, said port in the plug, and adapted to be brought into communication with said inlet and outlet ports in the casing on the turning of the plug, said casing` having ports registrable with the groove in the plug, and said casing having a plurality of spaced ports, one or more of which are in constant communication with said groove in the plug, and spring-pressed valves seating in said last named ports.

5. A safety train-line air-cock, consisting of a valve casing with ports, a turnable plug with a port registrable with the ports in the valve casing and said plug and casing having leakage vents which are normally closed when the plug is in open operable position, spring seated valves controlling said vents and which vents are adapted to be opened when the plug is in closed or partially closed position, a circumferential groove .on one side of the plug, and the casing having o ne or more vent ports in constant register with said groove and out of communication with the train-line when the plug is in normally open position. 6. An air-cock consisting of a casing having inlet andoutlet ports, a turnable plug in the casing having a port registrable with said ports in the casing, said plug having two circumferential grooves in the saine plane on opposite sides of said port in the plug, the casing having lateral ports in the plane of said grooves and arranged to open into said grooves, the casing having a lateral port on the opposite side from the first named lateral ports in a different plane therefrom, and a plug having a port intersecting the first named port in the plug and adapted to be brought into communication on the turning of the plug With said last named lateralport in the casing.

7. An air-cock comprising a casing having inlet and outlet ports With a turnable plug With aport registrable With said ports in the casing, said plug having tWo circumferential grooves one on each side of the port of said port in the plug, one of said grooves open at one end into said port in t-he plug and the other groove closed at its ends and out of communication With said port in the plug, said casing having lateral ports normally in communication with said groove with closed ends, and out of communication with the inlet and outlet ports in the casing when the plug is opened, and said open-ended groove in the plug adapted to be brought in communication With one of said lateral ports and with one of said first named ports in the casing when the plug is turned into closed position.

8. An air-cock comprising a casing having inlet and outlet ports with a turnable plug with a port registrable with said ports in the casing, Said nlug having two circumferential grooves one on each side of the port of said port in the plug, one of said grooves open at one end into said port in the plug and the other groove closed at its ends and out of communication with said port in the plug, said casing having lateral ports normally in communication With said grooves vWith closed ends, and out of communication with the inlet and outlet ports in the casing when the plug is opened, said open-ended groove in the plug adapted to be brought in communication With one of said lateral ports and With one of said first named ports in the casing When the plug is turned into closed position, said lateral ports in the casing opening into valve chambers, spring seated valves in said chambers normally closing said ports, and tensioning means for said springs, said chambers having outlets to the atmosphere.

In testimony whereof I have hereunto set my hand in the presence of two subscribing Witnesses.

GEORGE C. GALE. lVitnesses A. P. PoLLARD, JENNIE W. BACON. 

